Locomotive



Feb. 19, 1952 c. K. STEINS 2,586,109

LOCOMOTIVE Filed Sept. 1, 1945 4 Sheets-Sheet 1 m1 IIHI II I IIH fl t m IIIm "f F I WITNESSES INVENTOR:

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C. K. STEINS LOCOMOTIVE 4 Sheets-Sheet 2 Filed Sept. 1. 1945 \N NM g mm RS Y u R M R I w Kw a g NM mwg v Nu I$IUWE gWlTNE- ifizw v MWQ/JZZ C. K. STEINS Feb. 19, 1952 LOCOMOTIVE 4 Sheets-Sheet 4 Filed Sept. 1, 1945 INVENTOR. ("ar/eiwzKJiez/zs,

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Patented Feb. 19, 1952 UNIT ED- STATEIS PAT EN T F Fl CE'l LOGOMOTIVE.

G'arletonK'. Steine lthiladelphi'a,- Pa., assignor to The. Pennsylvania Railroadcompanm Philadeh phia, Pa acorporation of Pennsylvania.

Application September 1, 1I45, S.erial No..614,0'55

91 Claims; 1

This invention relates tolocomotives, and" hasreference more particularly to steam locomotives of shifter type ordinarily used in railway terminals, freight yards or in making short hauls. Amongst the aims: of my invention are to at-' train in locomotives of the kind referred to, the

advantages resultingfrom greater compactness; to secure increased tractive power with greater economy in fuel consumption; to so constructand arrange theirvarious appurtenances in-such a way thatthe-load maybe most effectively: ap portioned at alltimes betweenthe driving wheels; and. to aflord. greater comfort as well as for-ward, rearward and. lateralrvisibility. to the crew incident tothe operation of such locomotives.

How the foregoing and; other objects and attendant. advantages can be: readily realized in practice will appear from the followingzdetailed. description of. the attached. drawings, wherein.

Fig. l is. a. view showing my: improved loco.- motive.- in. side. elevation;

Fig; 2. showsthe top: plan of the: locomotive;

Fig. 3 shows the centrallongitudinal section. of the. locomotive.

Fig. 4 is ahorizontal. section. taken} as: indicated by the angled arrows Iv -IV in Fig. 3.

Fig; 5 shows: the; front. end; elevation; of; the. locomotive.

Figs. 6, 7,8,. 9jand 1.01 aretransverse. sectional views. taken; as: respectivelyv indicated by: the angled-1 arrows: VIP-VI, VII-4X11; VIII+-VIIL IX'-1X; and XX:.in.Figs. 3 and. 4'.

As herein delineated, my-improyed locomotive has itshody ll supported-adjacentthefront and rear: ends by four wheeled. trucks [2 and; 12a which have. swivel connections at l3 and I311 (Fig. 3) with said-body. Mounted on the frame [4 of each truck are two: engines: 15: and. l lieach of which, through suitable gearing (not. illus trated) drives the Wheels IT and: lBz 'iihe wheels Hand: l8 may be link:connected asshown, and the engines. operated in out of phase. relation. Although the engines I5 and I6 are shown as being of the reciprocating type, rotarysor. turbine engines may be substituted; As another al.- ternative, a single larger engine may be. employed on each truckwith the wheels connected byvside rods, and the trucks, provided withadditional driving wheels if desired.

Within thebody: H, at the front end'over the truck I2, are a fuel compartment and a water compartment 21; which latter is U-shaped' in plan as; best: seen. in Fig.- 4; and extends across the. frontand along: the sides of said fuelicompartmentr The fuel: compartmentis so proporboiler 23 with its fire box 2t forward; and intermediate the fuel storage compartment 20 and said boiler approximatelymid-way of the lengthof the locomotive, the body affords a compartment or cab 25'- ior the engine crew. As shown; the cab 25 is extended upward above the main portion of the body as at 2t, and said body is recessed longitudinally of its opposite sides at the top both forwardly and rearward-1y of the cab as at 27 and 28. From this construction result forwardly and rearwardly extending cat-walks which are slightly sloped'downwardly'towardthe the opposite ends of the locomotiveas'best seen in- Fig. 1, with clearances forthe unobstructed vision in both directions fromthecab 25; which; in its upwardly projecting portion 26 is provided with windows 2d and 30-, front and back, as wellas with-windows 3l at the sides.

Set apart by'partitioning within the cab Zl'vto opposite sides of a center aisle-are locker cabinets 32 for use bythe loeornotivecrew;- andsurmounting these cabinets areseats33 for the. locomotive crew which are reached by individual laddersdndicatedat 34. The cab 25-is entered from: either side of the locomotive byway of doors 35- in the side walls of the body H. The rear wall partition- 36 of the. cab 25' is spaced a very: liberal distance from the front wall 31 of the firebox 24 of the boiler 23 andis providedwitha: laterally sliding transparent closure 38 (Figs: 3 and 8) permitting access to the furnace door 39 when necessary. This furnace door is likewise endw-ise slidable-and operable by a motor conven tionally indicated at SQa-inFig. 3 and controlled; through suitable means (not shown), fromwithin the cab 25; The" interval thus provided acts as a'barrierto prevent radiation ofthe heat from the fire box-24 to the cab 25 for the greater comfort of'thecrew, and inpractice; may be packed, together with the-space Ml (Figs.- 3, 4", 9 and 10) at the sides'and' over' the top-of the boiler; with asbestos wool or other suitable thermal insular tion.

The boiler 23- is represented as being of the fire tube type withits rear endportion extending overthetruck l2a=or the locomotive; The-prod nets of combustion, after having traversed? the fire tubes-M; enter a smoke boxJil at the extreme rear end of the body, and pass by way of a screen 43 into the bottom of a depressed stack 45 within said smoke box. An upwardly directly nozzle 46, connected to one or more of the truck engines by suitable conduiting (not shown), discharges exhaust steam into the bottom of the stack 45 for the purposes of draft acceleration.

Also located in the rear end of the body I I over the rear truck l2a, is an auxiliary water compartment or tank 41 which extends crosswise beneath, as well as upward of, opposite sides of the boiler 23 and the smoke box 42 (Figs. 3 and Due to this construction and arrangement the water to be used in the boiler is effectively preheated before its injection which may be accomplished in a well known way. In actual practice, provisions (not illustrated) are made by which water may be transferred either under manual or automatic control from the rear water compartment 41 to the front water compartment 21 to compensate for the loss in weight of the fuel as it is being consumed, and transferred back to said front compartment from the said rear compartment when the locomotive is refueled, so that the load may be efiectively distributed between the two trucks l3 and Na at all times. This last described feature, per se, constitutes the subject matter of a separate patent application Serial Number 557,814, filed by me on October 9, 1944, now U. S. Patent No. 2,413,119, dated December 24, 1946. As shown in Figs. 1, 5 and 6, the front water compartment 2| has filler openings 43 which are accessible upon retraction of the hinged shoulder portions 45! of the body shell. The Water in the rear compartment 4? may be replenished through similar construction at the rear end of the locomotive.

The coil is transferred from the storage compartment 2D to the fire box of the boiler 23 through a longitudinally-arranged conduit which extends beneath the cab 25 and in which operates a screw conveyer 5| driven by a small engine or motor indicated at 52 in Fig. 3. The coal gravitates into the conduit 50 by way of a central slot 53 in the bottom of the storage compartment 20, said slot having a plurality of covers 54, varying numbers of which may be retracted or withdrawn as necessary for maintenance of the desired rate of feeding. Removable cover plates 55 are also provided in the fioor of the cab 25 I permitting access to the conduit 50 when necessary or desired. By action of the screw conveyer 5|, the fuel is delivered into a longitudinally-arranged trough 56 centrally of the bottom of the fire box 24 (Figs. 3 and 9) from which it spills over laterally onto outwardly and downwardly inclined grates 5! and 58 bridged between the side edges of the trough top and the side walls 59 and 60 of the fire box (Fig. 9). As the coal is consumed, the ashes pass through the grates 51 and 58 and drop into an underlying ash pan 6| which extends downwardly from the car body H in the interval between the two trucks l2 and Mia. As shown in Fig. 9, the ash pan BI is subdivided, by a central lengthwise-extending partition 62, into two pockets 63' and 64 whereof the bottoms are complementally rounded as at 65 and 66 and provided with dump openings having suspended closures 6! and 68 pivoted respectively at 69 and 10 which may be arranged for either manual or power operation. The ash pan BI is so dimensioned as to hold the ashes corresponding to a full loading of the coal, so that dumping need not be resorted to until re-fueling of the locomotive is necessary.

At each side, the fire 4 box 24 has a clean out door H which may be reached by opening a panel door 12 in the corresponding side wall of the locomotive body, see Figs. 1, 4 and 9. For the purposes of increased efiiciency, the fire box is moreover provided with a transversely-extending baffle or arch 13 of fire brick which defines a circuitous course for the gaseous products of combustion, and, for the purposes of smoke abatement, with tubes 14 having nozzles 15 for injecting additional combustionsupporting air over the fuel bed from opposite sides, see Figs. 3, 4 and 9. It is to be noted that the tubes 14 extend longitudinally of the locomotive within the intervals 40 between the sides of the fire box and the side walls of the body H.

For convenience of carrying sand, I have set apart at each side of the locomotive within the water compartments 2| and 41 and in the transverse planes through the truck centers, vertical hollows serviceable as sand storage boxes which are respectively shown at 16 and H in Figs. 4, 7 and. 10.

The intended normal direction of the locomotive is rightward in Fig. 3, although, as will be readily seen, it can be as easily run in the opposite direction since the cab is provided with Windows at the back as well as at the front.

From the foregoing it will be evident that I have provided a shifting locomotive which is small and compact, having a relatively short wheel base for capacity to take track curves of short radius; which is none the less powerful and economic from the standpoint of steam generation; and in which the crew is shielded from the head radiated from the boiler and its fire box.

Having thus described my invention, I claim:

1. In a locomotive, a body supported at opposite ends by separate powered wheel trucks; a

boiler extending longitudinally of the body, with provision of interspaces between it and the opposite side walls of the body, and having its fire box located between the trucks; clean out doors at opposite sides of the fire box; and aligned doors in opposite sides of the body by way of which access is had to said clean out doors.

2. In a steam locomotive, a closed body supported at opposite ends by powered bogie trucks, a fuel storage compartment in one end portion of the body, a horizontal boiler longitudinally within the other end portion of the body, a cab for the operating crew medially of the body between the fuel compartment and the boiler, the fire box end of the boiler being contiguous to the cab, and a feed water storage compartment extending crosswise of the locomotive between the .bottom of the boiler and the corresponding truck and also upward of opposite sides of the boiler in 1ongitudinal spaces between the boiler and the side walls of the body.

3. A steam locomotive according to claim 2, with a main water storage compartment extending crosswise of one end and along opposite sides of the fuel compartment.

4. A steam locomotive according to claim 2, with a main water storage compartment extend: ing crosswise of one end and along opposite sides of the fuel compartment, and with vertical hollows for sand storage disposed within theside portions of the two water storage compartments in the transverse planes through the truck centers.

5. In a steam locomotive, a body supported at opposite ends by powered bogie trucks, a fuel storage compartment in one end of the body, a horizontal boiler longitudinally within the other end of the body, a cab for the operating crew medially of the body between the fuel compartment and the boiler, the fire box end of the boiler being contiguous to the cab and the smoke box and flue being at the opposite end of the boiler, and a feed water storage compartment extending crosswise of the locomotive between the bottom of the boiler and the corresponding truck and upward of opposite sides of the boiler and of the smoke box.

6. In a steam locomotive, a body supported at opposite ends by powered bogie trucks and having straight flush side walls from end to end, a fuel compartment in one end portion of the body, a horizontal boiler disposed longitudinally within the other end portion of the body with spaces intervening its side walls and the side walls of the body, a cab for the operating crew medially of the body between the fuel compartment and a feed water storage compartment extending crosswise of the locomotive between the bottom of the boiler and the corresponding truck and having portions extending upward in the spaces between the opposite side walls of the body and of the boiler.

7. In a steam locomotive, a body supported at opposite ends by powered bogie trucks and having straight flush side walls from end to end, a fuel compartment in one end portion of the body, a

horizontal boiler disposed longitudinally within the other end portion of the body, spaces intervening the side walls of the body and the side walls respectively of the fuel storage compartment and of the boiler, a main water storage compartment with portions extending up within the intervals between the side walls of the body and the fuel compartment, and an auxiliary water compartment with a portion extending crosswise 0f the locomotive between the bottom of the boiler and the corresponding truck and portions extending upward into the spaces between the opposite side walls of the body and of the boiler.

8. A locomotive according to claim 7, wherein partitioning within the upwardly extending side portions of the water compartments at opposite ends of the body set apart vertical hollows for sand storage in the transverse planes of the respective end trucks.

9. In a steam locomotive, a body supported at opposite ends by powered bogie trucks, a fuel storage compartment in one end portion of the body, a horizontal boiler longitudinally within the other end portion of the body, a cab for the operating crew medially of the body between the fuel compartment and the boiler, the fire box end of the boiler being contiguous to the cab, conveyer means for feeding fuel from the fuel storage compartment beneath the cab and into the fire box of the boiler; an ash pan extending down from the fire box between trucks, clean out doors at opposite sides of the fire box, and aligned doors at opposite sides of the body by way of which access is had to said clean out doors.

CARLETON K. STEINS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 129,231 Hudson July 16, 1872 619,075 Murray Aug. 30, 1898 693,828 Burger Feb. 25, 1902 1,014,387 Goff Jan. 9, 1912 1,044,199 Lee Nov. 12, 1912 1,275,056 Lickley Aug. 6, 1918 1,292,399 McGahan Jan. 21, 1919 1,458,582 Kline June 12, 1923 1,519,382 Tower Dec. 16, 1924 1,546,243 Munk July 14, 1925 1,565,463 Johnson Dec. 15, 1925 1,746,354 Ichter Feb. 11, 1930 2,118,042 Glaenzer May 24, 1938 2,169,534 Stein Aug. 15', 1939 2,188,749 Giger Jan. 30, 1940 2,219,187 Kjolseth Oct. 22, 1940 2,386,679 Gray Oct. 9, 1945 

